Train-control system



Feb. 14, 1928. 1,659,188

T. BODDE TRAIN CONTROL SYSTEM Filed NOV. 15. 1923 2 sheets-sheet 1l/VVff/VTO/t' Theodore Bodde Feb. 14, 1928.

T. BODDE TRAIN CONTROL SYSTEM Filed Nov. 15, 1923 2 Sheets-Sheet 2 9.hwy v LA W Z 4 w Z INVENTOR Theodore Bodde BY W4" ATTORNEY 35 speedcontrol of Patented Feb. 14, 1928.

UNITED STATES PATENT OFFICE.

THEODORE BODDE, F NIAGARA FALLS, NEW

DEVICES COMPANY, INC., 01'! NEW YORK,

vonx, ASSIGNOB T0 run REGAN sums 1:. -22, A conronarron on NEW YORK.

TRAIN-CONTROL SYSTEM.

Application filed November 13, 1923. Serial No. 674,505.

improved system of the type set forth in my copending application fortrain control system, Ser. No. 566,565,'filed June 7 1922.

The principal objects of the present inven tion comprehend the provisionof a novel train control system in which the companion train and trackapparatus are correlated to affect a very sensitive inertialessapparatus adaptable for instantaneous operation and instant response toroadside conditions especially serviceable for fast moving vehicles andtrains; the more specific provision of an inductive train control systemin which an electron discharge device forming part of the vehiclecarried mechanism is magnetically influenced by roadside mechanism forproducing any of three indications or traincontrol eii'ects in responseto different roadside conditions such as clear, caution and dangerconditions; the further provision of a train control system of thisnature in which the magnetically controlled electron discharge devicecontrols the train-mechanism to place the same under a speedrestriction;

and the further provision of vehicle carried mechanism controlled by amagnetically operable electron discharge device for producing graduatedor progressively limiting trains.

To the accomplishment of the foregoing and such other objects as mayhereinafter appear, my invention consists in the elements and theirrelation one to the other as 4 hereinafter particularly described andsought to be defined in the claims, reference being had to theaccompanying drawings which show preferred embodiments of my invention,and in which:

Fig. 1 is a diagrammatic view of the vehicle carried apparatus of mytrain control system,

Fig. 1 is a view of the roadside apparatus on a reduced scale,

Fig. 2 is a diagrammatic view of magnetic elements forming a part of theroadside apparatus and showing the method of electrically connecting thesame,

Figs. 3 and 3 areviews of vehicle carried and roadside apparatusrespectively employed for affording curve protection,

Fig. 4 is a diagrammatic view of a modification of roadside apparatusemployed for affording curve protection, and

Fig. 5 is a graphical view of the characteristics and operation of thevehicle carried apparatus.

Before describing the present exemplification of the invention I willbriefly premise that in one of its broad aspects my inventioncomprehends the provision of a train control system of the non-contactor induction type in which a vehicle carried mechanism is controlled bythe cooperation of vehicle carried electron discharge means and roadsidemeans which magnetically influences the electron discharge means in themovement of a vehicle over a roadbed for producing any of threedifferent indications in the vehicle carried mechanism in response tochanges in t'raffic conditions. More specifically, by my presentinvention a vehicle carried electron discharge device is magneticallyoperated by roadside mechanism to produce clear, caution and dangertrain indications in response to and in accordance with correspondingroadside conditions.

The mechanism which I prefer to provide in carrying out this object ofthe invention comprises generally an indicating meansgenerallydesignated as I which is selectively operable into any of aplurality of positions for producing the dilierent train indications,the operation of the said indicat ing means from clear to"cantion anddanger positions being controlled by a controlling mechanism generallydesignated as C and the restoration of the indicating means to a clearposition being effected by a restoring mechanism generally designated asR, the controlling and restoring. mechanisms being operated andcontrolled by the electron discharge device in the form of a magnetron Mwhich is magnetically influenced by roadside mechanism to pro duce theselective operations of the indicating means I. r

In the present embodiment of the invention, the operation of theindicating means controls the movement. of the train, the control beingpreferably such that with a ranged for closing clear indication thetrain will be permitted' to proceed at a maximum or unlimited speed, andwith a caution indication the train will be placed under a speedrestrictive control, and with a danger indication the train will beoperated to bring the same to a low speed or to a halt. To these endsthe indication means I controls a plurality of circuits for operatin amagnet 10 which controls a brake va ve mechanism 11 and for placing thebrake magnet under the control of a speed circuit controller 12, whichlatter is connected to be-operated by the running gear of the vehicle.These controlled circuits include a normal or clear circuit generallydesignated as a and comprising the tapered contact element 13 formingpart of the indication means I, the condoctor 14, the battery 15, magnetwinding 10, conductors 16 and 17, and a contact element 18 fixed to aninsulated plunger bar 19 and normally arranged for engagement with thecontact element 13 as shown in Fig. 1 of the drawings. Under clearrunning conditions this circuit is closed for energizing theelectromagnet 10, the energization of this electromagnet permitting thetrain to proceed at speed.

The controlled circuits further include one or a plurality of cautioncircuits designed to place the train under a restrictive speed controlin response to caution traiiic conditions, and in the preferredembodiment of the invention the caution circuits are constructed so thatwhen operated in succession a graduated speed control is made eifective.These caution circuits generally designated as b, b and b are renderedoperative when the indication means I is moved from the position shownin Fig. 1 to positions where the contact element 13 engages insuccession the contact elements 20, 21 and 22 fixed in spaced relationto the plunger bar 19. The engagement of contact 13 with contact 20closes the caution circuit 6, this circuit comprising the contact 13,conductor 14, battery 15, magnet 10, conductors 16 and 23, circuitcontroller 12, contact 24 closed when the speed of the train does notexceed a ermissive maximum speed such as 50 mi es an hour und'er cautionconditions, conductor 25 and contact 20, this circuit being thereforeclosed to ener 'ze the,mag

net 10 to permit movement 0 the train at or below the maximum permissivespeed under a. caution operation. Similarly when the contact 13 movesinto engagement with the contact 21, the circuit 6' which includesasecond contact 24' and the conductor 25' is operated, the contact 24'being arthis circuit when the speedof the train oes not exceed a medium:geed, such for example as 35 miles an hour,

a circuit being therefore designedto permit movement of the train at aspeed not h exceeding the medium under a second caution operation withthe contacts 13 and 21 in engagement as described. When the contact 13moves into engagement with the contact 22, the circuit 6 is operated,this circuit including the contact 24 and the conductor 25 the contact24 being arranged to be closed by the speed circuit controller 12 whenthe speed of the train does not exceed a low permissive speed, thiscircuit therefore being closed to energize the magnet 10 under a thirdcaution operation. As will be described further in detail hereinafter,the plunger bar 19 is operated under caution track conditions to effectthe movement of the contact element 13 into successive engagement withthe contact elements 20, 21 and 22 as the train proceeds along thecaution block, and it will therefore be evident that with this operationthe train will be placed under progressive or tapered speed restrictionsas the train approaches the exit end of the caution block.

The indication means I is also operable in response to a dangercondition to a position where the contact element 13 lies below thecontact element 22 and when so operated it will be apparent that theclear and caution circuits a, 6, Z) and b are all open and the valvecontrolling magnet 10 conse- 1quently deenergized to bring the train toa alt.

For controlling the movement of 'the indication means I inone direction,the controlling mechanism C heretofore referred to is provided, thiscontrolling mechanism comprising a plunger armature 26 carrying theplunger bar 19 which is operable by a pcrmanent magnet 27 and anelectromagnet 28 for movement in opposite directions, the saidelectromagnet 28 being controlled by a circuit generally designated as 0comprising battery 29, conductor 30, electromagnet 28, conductors 31 and32, a front contact 33, contact 34 controlled by relay 35,,and conductor36. When the front contact 33 is closed, this circuit a energizes theelectromagnet 28 and the attraction of the same on the lunger 26exceeding that of the magnet 27, the lunger armature 26 moves to theright to e ect the interception of and en agement with the contactelement 13 by t e' contact elements on the bar 19, and when this circuitis opened at the front contact 33 the electromagnet will be deenergizedto permit the attraction of the armature 26 by the permanent magnet 27to effect movement of the pl er armature to the left so as to of thecontact element 13 and to permit descending movement of the indicationmeans I.

For restoring the indication means I to the osition shown in Fig. 1after the same as en moved to descended position, the

permissive speed ill) restoring mechanism R heretofore referred to isprovided, the said restoring mechanism comprising an electromagnet 37operated by a restoring means generally designated as 38, theelectromagnet being controlled directly by a circuit generallydesignated as d comprising the battery '29, conductor 39, an armaturebar 40 normally lying in the full line position :0 shown in the figureand movable in opposite directionsto the dotted line positions y and a,a. contact element'41 on the said armature bar, a movable contactelement 42 normally held against a stop 43 by means of a spring 44,conductor 45, an electromagnet 46, conductor 47, the electromagnet 37,conductor 48, a back contact- 49, contact 34 in dotted line position,and conductor 36. This circuit d is normal- 1y open as shown at thecontact element 42 and back contact 49 so that the indication means Iwhich is provided with an extension 50 forming a plunger for theelectromagnet 37 is free to descend when the control means C isoperated. When, however, the relay is deenergized to permit the closingof the contact 49 and the armature bar is moved to the dotted lineposition 3 for engagement fluencing the magnetron,

with the contact element 42, the circuit (1' will be closed to energizethe electromagnet 37 and move the indication means I to the ascendedorrestored position.

The operations of the controlling mechanism C and restoring mechanism Rto produce the different train indications are controlled by theelectron discharge device M heretofore referred to, thisdevicecomprising a magnetically controlled electron discharge means ormagnetron consisting 0 an evacuated vessel 51 provided preferably withthe straight filament cathode 52 and a cylindrical anode 53 arrangedsymmetri cally about the cathode, the 'cathodebeing heated toincandescence by a glow circuit comprising the batter 54, conductor 55,the filament 52 and con uctor 56, the cathode and anode being connectedto control a cir- I cuit generally designated as e, which circuitcomprises a batteryl57, asolenoid 58, a conductor 59 connected to theanode 53, cathode 52, conductor 60,.the relay magnet 35 here t'oforementioned, and the conductor 61. This controlled output circuit of themagnetron is normally energized with the magnetron open as will bepresently described to energize the relay magnet 35, and when themagnetron is closed this circuitwillbe deenergized to efiect thedeenergization of the magnet 35. I i v For controlling the magnetron M tclose and reopen the same, I provide means for creating controllingmagnetic fields inthe saidmeans in the present construction comprisingthe solenoid 58 referred to and a permanent magnet v 62, the solenoid;or purposes of'elanty'of For c'ontrol'lin'g'the operation of themagtively chan illustration being shown in the drawings as arranged tothe side of the vessel 51, it be-' ing understood however that theactual construction comprises a symmetrical arrangement of the solenoidand the permanent magnet, the solenoid being wound about and arrangedcoaxially with the anode and cathode of the electron tube.

. Asis known, in the absence of any magnetic influence on the electrondischarge device or magnetron M, the same will be open and a currentwill flow through the controlled circuit 6 for energizing the said circuit to effect the operation of the relay 35.

It is also known that when the magnetron M is subjected-to the influenceof a magnetic field abovea predetermined or critical magnitude, theelectron flow between the cathode and anode will be interrupted forclosing the magnetron and deenergizing the relay magnet 35; Thisphenomenon is graphically illustrated in Fig. 5 of the a maximum asrepresented by the ordinate f XE. If, however, the strength of the mag-gnetic 'field exceeds the critical value represented by D, theelectrons-will be diverted and prevented. from reaching the anode 53 andthe current 1n the output or controlled circuit 6 will suddenly fallwithout-lag or inertia to a value as represented by the part of thecurve AB. From this it will be seen that the magnetron may be controlledby con-. trolling in a predetermined manner the magnetic influence towhich 1t 18 sub ected.

netron and the'condition 01 the output circuit in accordance with myinvention, I provide means for producing opposed ma etic fieldsinfluencing the magnetron, the said opposedv magnetlc fields hav ng a gven rej. sultant magnitude, whlchmagnitude is seleced and re-establishedto produce different conditions of operation. It is to this end that thesolenoid 58 and permanent magnet 62 heretofore referred toare propvided, the solenoid 58. bemg so woundas to produce a magnetic fieldindicated by the arrow inFi netic field o the permanent magnet 62, thestrength of the mg so opposing magnetic fields be- 1 in opposition'tothe magi predetermined that the magnetic field 1 30 of the solenoid 58when acting alone is efiective for establishing one condition ofoperation and the strength of the resultantof both magnetic fields actinin opposition is eflective for producing a ifi'erent condition ofoperation. j

These predetermined magnitudes are graphically depicted in Fig. 5 of thedrawings, the strength of the magnetic field due to the magnet 62 beingindicated by the arrowed line M the value of this field being eater thanthe critical value of the curve EDAB, this magnetic fieldbeing thereforesuflicient when acting alone to close the -magnetron and deenergize thecontrolled circuit, and the stren th of the opposing magneticfieldproduce by the solenoid 58 being 7 indicated by the opposing arrowedline 0,

the inter-reaction of the fields Mand 0 being such as to produce aresultant field indicated b the arrowed line R, this resultant being ofess value than the critical value of the curve, and being insufiicientto disturb the open magnetron M and the energized relay circuit 6, thevalue of the current in the circuit being representedby the ordinatedrawn to the asterisk on the curve in Figfo corresponding to theabscissa R.

For producing the different. train indications, the magnetron M isoperated by a.

roadside mechanism which is designed to magnetically influencethemagnetron M and to modify and re-establish the resultant magforprogressive speed control each of the- .netic field thereof inpredetermined manners and preferably in at least three different ways toproduce the clear, caution and danger train indications'in response tothe corresponding traffic-conditions.- Refer-- ring now to Fig. lof'the' dr awings, I show a layout of roadside apparatus for three successive blocks X, Y and Z, with 'a-vehicle 63 occupying block Z andbeing shown as moving towards the right, the blocks being insulated fromone another by insulating one of the rails r at 64, 64, the other rail'1 being preferably made continuous. To provide exponent correspondingto the block, the

circuit controller governing the direction of current supplied to theblock arranged to V the rear of the controlling relay. The circuitcontrolling means for the block Y, for.

example, comprises the contact elements 68 and 69 connected to a battery70 by'means of the conductor 71, conductor 72 and, resist ance 7 3, thecontact elements 68 and' 69 being movable from the position shown in thefigure in-which it engagesthe back contacts 74 and 75 to a position inwhich the front contacts 76' and- 77 are engaged, the said front andback contacts being connected to the opposite rails b'ymeans ofconductors 78, 79 and 80, the construction being such that movement ofthe contact elements from one position to the other will reverse thedirection of current fed to the rails r by the battery 70. I Under clearroadside conditions as shown for-the block X, the relay 66 is energizedto operate the circuit controller 67 to feed current of a givendirection into the rails and to the relay at the entrant end of the saidblock X. Under caution roadside con- 'ditions as shown for block Y witha train occup ing block Z, the relay ,66 is shunted and eenerg ized andthe circuit controller 67 is operated to feed current to the rails 1'and the relay 66 having a direction opposite to the said givendirection. In danger block the vehicle 63 shuntsthe current so that therail sections to the rear of the vehicle in the same block therewithreceive no current. I c

For producing the magnetic fields for influencing the magnetron. M, the.roadside mechanism includes the provision of a plurality of magneticelements connected to receive current from the rails, the magneticelements having changeable polarities so as to differently influence themagnetron under different roadside conditions; To effect at leastthreedifierent train indications, I provide a pluralityof sets ofmagnetic elements spacedl arranged on the ,roadbed, each set prefera 1yconsisting of three magnets havmg a given relative polarity arran ementor combination, which polarity combination may be changed in at leastthree different ways when traflic conditions are altered. Preferably thethree magnets comprise. a permanent magnet and two electromagnets,

the e'lectromagnets being connected across the rail sectionsn, andreferring to Fig. 1", block Y, a set comprises the permanent magnet 81and two electromagnets 82 and 83 connected across sections 11., n, thepermanent magnet 81 being vertical with the North Pole at the-top andthe electromagnets 82 and 83 being wound in opposite directions so as topresentdifiering polarities at the top for influencing the magnetron.

In Fig. 2 I show this arrangement diagrammatically, and for convenienceof illustration I show the magnets arranged horizontally, although itwill be understood that these magnets are invertical position with thetop poles adjacent the magnetron which ismovedthereovcr. It will beunderstood from this construction that the polarities of 7 theelectromagnets 82'and 83 are reversed when the direction of current inthe rails is reversed, and that more specifically under clear roadsideconditions, as in that part of the'block Z in advance of the vehicle 63,the polarity combination influencing the magnetron is NSN, and undercaution roadside conditions, as in block Y, the polarity combination forthe first three control stationsis NNS, and under danger roadsideconditions, as in that part of the block to the rear of vehicle 63, thepolarity combination is NOO, the latter representing that the twoelectromagnets have been deenergized. The strength of the magnets ofthe;

roadside mechanism is so chosen-that the magnetic field, designated forconvenience as N, aids the magnetic field of the perma nent magnet 62and opposes that of the solenoid 58, the influence on themagnetron he-'ing such that the eflect of the opposing magnetic field is neutralizedso that the main netronand deenergizing the frelayv circuit,

and the magneticfield designated as S 013-.

poses the magnetic field of the permanent magnet 62, the influence ofthe magnetron being such that the main field M is reduced to a valuebelow the critical value of the curve EDAB, Fig. 5, so that themagnetron is reclosed. i

It will be noted that although the influence of the track magnet pole Non the mag netron is but momentary-in the passage 'of the magnetronalong the roadbed, the deenergization of the controlled circuit 6' whenthe magnetron is closed deenergizes the solenoid 58 and eliminates "theopposing magnetic field thereof so that a sustained deenergization ofthe relay circuit is effected by such momentary influence and it will befurther seen that although the influence of the magnet pole S is'alsobut momentary, the reopenin of the magnetron energizes the controlledcircuit and the solenoid 58 so thatthe opposing field of the solenoid 58is re-created "or reestablished to maintain or cause a sustained openingof the magnetron and energization of the controlled circuit.

The operation of the system under clear,

caution and danger conditions willnow bedescribed. When the IOflClSldGconditionis clearthe vehicle moves over the magnet-c0mbination"NSN andthe magnetron is influenced by three successive impulses to eflect aclosing, reopening and a reclosing of the same. The first impulse which7 produces a closing of the magnetron causes the opening of the circuit,0 and the retreat or" the plunger'26 under'the influence of the magnet27 releasing the indication 1 means I. The movement of the contactelement134 also opens another circuit 7, which g comprises the atterfL29, conductor 39, ar-

84 normally held against the stop 85 by a spring 86, conductor 87electromagnet 88,

conductor 89, conductor '32, front contact 33,

contact element 34 and conductor 36, this circuit being normally closedto hold the armature bar 40 in the neutral full line position shown inthe figure. Normally the at traction of the bar 40 b the magnet isinsuflicient to overcome t e attraction of the bar 40 by theelectromagnet 88 when the latter is energized. When the circuit f isopened atthe contact 33 upon the closing of the magnetron, theelectromagnet 88 is deenerg'ized and the bar 40 under the influence ofthe permanent magnet 90 moves to the dotted line position a. When themagnetron is subjected to the second and reopening impulse, the relay 35is energized to attract the contact element 34, and this eflectsthemomentary closing of the circuit a which moves the armature plunger 26to a position to intercept momentarily the indication means .I. Theclosing of the front contact 33 under this impulse alsoreenergizes thecircuit 7 which moves past the position in to theposition y for engagingthe contact element 42. Since, however, the second impulsecloses thefront contact 33, the movement of the bar 40 to close the contact 42 hasat this moment no effect. The third and reclosing impulse due to thethird magnet N causes at this moment however a deenergizing of the relay35 and a closing of the back contact 49 of the circuit (Z, and sincethis circuit d is now closed at both contacts 42 and 49, the restoringmagnet 37 is energized to effect the ascending movement of theindication means I and t e magnet 46 is energized to hold the bar 40 inowith a contact element 91 which is: arranged to. engage a contact 92when the indication means is moved to the fully ascended position, thesecontacts being arranged to close a circuit'g comprising the battery 57,the

conductor 93, a resistance 94, contact 92,

contact element 91 which is connected to convehicle means, the circuit0' is reenergized to move the plunger armature26 to the position shownin- Fig 1 of the drawings so that when the electromagnet 37 isdeenercircuit d, the indication means I will drop Whenthe magnetron isthus reopened by these,

ized by the simultaneous opening of the into enga ement with contact 18to close the norma brake circuit. (1. These operations take place withrapid succession and test the integrity of the vehicle carried mechanismat each clear control station, the operations being produced withouteffecting the application of the brakes. J

In a caution block such as Y, the vehicle moves over the magnetcombination NNS and the magnetron M is influenced by three successiveimpulses, the first two of which produce a closing of the magnetron, andthe third of which produces a reopening of the magnetron. As alreadydescribed, when the magnetron is closed and reopened, the circuit c isfirst opened to. deenergize the electromagnet 28 and permit thedescending movement of the indication means I, the circuit 0 being,however, reclosed to efiect the reenergization of the electromagnet28and the movement of the plunger 26 to the right to cause theintercepting of the indication means I by the contact element 20. j Toprevent the too rapid movement of the indication means I during theinterval of deenergiz ation and reenergization of the electromagnet 28,retarding means may be provided and referably the plunger 50 is made tofit snug y in the electromagnet 37, the latter being also provided witha loosely mounted disk 97 at its upper end. When the magnetron is closedand reopened under caution conditions, the circuit 7 is firstdeenergized and then reenergized, with the result that the bar 40 firstmoves to the position 2 and then is actuated to the position 3 theclosing of the contact 42 in the latter position being,

of the restoring mechanism, since the reopening of the-magnetron causesthe making of cuit b. Thus the magnetron is operated to produceprogressive speed limiting restrictions as thevehicle approaches thedanger block.

'When the vehicle reaches the last control station in the caution block,the indication means I will move beyond the contact 22 to 'open all thetrain controlcircuits and bring the vehicle to a halt. In the preferredconstruction the la-st set of magnetic elements in the caution blockdiffers from the preceding sets in that the electromagnets 82' and 83'are arranged in advance of the pertion being under caution conditionsSNN as seen in Fig. 1. With this combination the magnetron is closed soas to assure the production of a stop indication or effect on the trainmechanism.

The stop effect is'also produced under danger conditions by the movementof the vehicle in a danger block with the magnetron influenced by themagnet combination NOO, as shown in block Z. With this magnetcombination the magnetron is closed, causing the deenergization of theelectromagnet 0 and the movement of the plunger 26 to the left, theindication means I-being then permitted to move to its fully descendedposition for opening the vehicle clear and caution circuits. 7

After a vehicle stophas been produced, the indicationmeans I may bemanually restored by moving the plunger 50 upwardly to close the circuitg. If it is preferred to mount the restoring magnet 37 and theindication means I in the cab of the vehicle, this however, mefi'ectualfor closing the circuit at the front contact 33 of the relay 35 and thebreaking of the-back contact 49. The ar mature bar 40 under theinfluence of the magnet 90 is actuated'to the return position ":27, andin this position the circuit 7 is closed for energizing the magnet 88,the latter attracting the armature 40to the normal or As the trainadvances in the caution block, the magnetron is brought under theinfluence-of the second set ofmagnets and the closing and reopeningoperation of tha magnetron is repeated, with the result that theindication means I. ispermitted to move another increment of distance toa position intercepted by the contact 21 for-closing the caution circuit6'. As the vehicle advances still further in the caution block, themagnetron is subjected to the influence of a third set of magnets andthe closing and reopening of the magnetron again takes place, with theresult that the indication means I moves in a position to' beintercepted v :by the contact 22 for the closing of the cir-' manualrestoration is eliminated and means provided which is manually operablefor modifying the stop effect and substituting therefor a restrictivespeed. effect, the said means comprising a circuit in which consists ofan electromagnet 98, conductor 99 connected to the conductor 25, contact24 cirgages contact element 100, this circuit may be closed by theoperation of the-push key .manent magnet 81', the polaritycombina,

102, the electromagnet*98 holding this circuit closed so that the brakevalve magnet 10 is placed under thecontrol of the low restrictive speed.For'the purpose of informing the engineman when this circuit is in acondition to be closed, there is rovided the signal element 106connected y means of conductor 107 to a back contact 108, thesignalelement being also connected to one end of the battery 15 by meansof the conductor the battery 57. The roadside mechanism may comprise aninductor or magnet 111 arranged between the rails 1 9" and ad acent oneof said rails so as to be out of alinement with the magnet combinationNSN so as not to directly influence the magnetron M;, In the passage ofthe inductor 110 over the magnet 111 a current cycle is induced in theoutput circuit a the direction of the last phase of which is such as tooppose the current in the solenoid 58, the value of which current is afunction of the speed of movement oft-he train. If the train exceeds apredetermined speed, thisinduced current is sufficient to produce amagnetic field in opposition to that existing in the solenoid 58 asindicated by the opposed arrows in Fig. 3 and suflicient to close themagnetron, but if the speed of the train does not exceed thepredetermined speed which is safe for the particular hazard, theopposing current is insufficient to disturb the activity of themagnetron. To reopen the magnetron if the same has been closed, retoring magnetic combinations may be provided at the exit end of therestrictin track section.

In Fig. 4 I show a modification of the roadside mechanism for producingprotection at fixed hazards, the invention being shown as applied to theprotection of curves. Between the tracks 1", 1* near the entrant end ofthe curve, I provide the two sets of magnets 1'12 and 113 eachpresenting the magnetic combination NS. These magnets will directlyinfluence the magnetron M and if the vehicle is moving above therestrictive speed, the roadside magnet combinations.

will impose a medium caution restrictive speed upon the vehicle. Afterpassing the curve, the restoring magnet combination 114 may be provided.a

While I have shown and described my apparatus in the preferred forms itwill be obvious that many changes and modifications may be made'in thestructure disclosed without departing from the spirit of the invention,defined in the j following claims.

I claim: y 1. In a train. control system; 1n combinatrainnnder any of aplurality of speed restrictions and an electron discharge device forcontrolling the operation of said means,

and roadside mechanism for magnetically influencing the electrondischarge device for ppoducing the controlling operations there- 0 2. Ina train control system, in combination, vehicle carried mechanismincluding means operable for producing a train unlimited speed effect, arestrictive speed effect, and a stop effect, and'an electrondisehargedevice for controlling the operation of said means to producesaid effects, androadside mechanism for magnetically influencing theelectron discharge device for selectively producing the controllingoperations thereof 3. In a train control system, in combina tion,vehicle carried mechanism including means operable for producinggraduated speed restrictive effects and an electron discharge device foroperating the said means, and roadside mechanism for magneticallyinfluencing the electron discharge device for producing said graduatedspeed restrictive effects.

4. In a train control system, in combinae tion, vehiclecarriedmechanism' including means operable by successive actuations forproducing graduated speed restrictive effects in the progressivemovement of the vehicle over a roadbed and an electron discharge devicefor operating the said means, and roadside mechanism for magneticallyinfluencing the electron discharge device for producing the graduatedspeed control effects. a

5. In a train control system, in combination, vehicle carried mechanismincluding means operable by successive actuations for producinggraduated speed restrictive effects in the progressive movement of thevehicle over a roadbed and an electron discharge device foroperating'the said means, and traffic controlled roadside mechanism formagnetically influencing the electron discharge device for producing thegraduated speed control effects. a

6. In a train control system, in combination, vehicle carried mechanismincluding means operable by successive actuations for producinggraduated speed restrictive effects and an electron discharge device forcontrolling the operation of said means, and

tions on the roadside'for influencing the electron discharge device toproduce the successive actuations of the said means.

7. In a train control system, in combination, vehicle carried mechanismincluding means operable by successive actuations for producing.graduated speed restrictive effects and an electron discharge device foroperations thereof;

controlling the operation of said means, and roadside mechanismincluding a plurality of elements positioned at controlling stations onthe-roadside associated with a given block thereof for influencing theelectron discharge device to produce the successive actuations of thesaid means.

8. In a train control system, incombination, vehicle carried mechanismincluding means operable for producing an unlimited train speedefiect'and' for producing graduated speed restrictive effects and anelectron discharge device for controlling the operation of said means toproduce said effec s, and roadside mechanism for magneticallyinfluencing the electron discharge device for producing the controllingoperations thereof.

'9. In a train control system, in combination, vehicle carriedmechanism-including means operable for producing an unlimited trainspeed effect and for producing graduated speed restrictive effects and amagnetron means for controlling the operation of said means to producesaid effects, and roadside mechanism for influencing the magnetron meansfor producing the controlling 10. In a train control system, incombination, vehicle carried mechanism including means operable forproducing an unlimited train speed efiect, a plurality of graduatedspeed restrictive efiects and a train sto eflect and an electrondischarge device or controlling the operation of said means toselectively produce any of said effects, and

roadside mechanism for magnetically influencing the electron dischargedevice for-producing the controlling operations thereof.

11. In a train controlsystem, in combination, vehicle carried mechanismincluding means selectively operable for placing the train under any ofa plurality of speed restrictions and an. electron discharge'deviceoperable directly by a magnetic field for controlling the operation ofsaid means.

12. In atrain control system, in combination, vehicle carried mechanismincluding means operable for producing a train unlimited speed efit'ect,a restrictive speed eifcet,

- and a stop effect, and an electron discharge device" operable directlyby a magnetic field for controlling the operation of said means toproduce said efiects.

13. In a train control system, in combination, vehicle carried mechanismincluding means operable for producing graduated speed restrictiveeffects and a magnetron for operating the said means.

14. In a train control system, in combination, vehicle carried mechanismincluding an electron discharge device operable for producing a"tra1nstop eifect, roadside mechanism for magnetically influencing theelectron discharge device for producing such eifect, and vehicle carriedmanuall controlled means for modifying the stop efiect and substitutingtherefor a restrictive speed efiect. I

15. In a train control s stem, in combination, Vehicle carried meclanism including a magnetron operable for producing a train stopefi'ect, roadside mechanism for magnetically influencing the magnetronfor producing such effect, and vehicle carried manually controlled meansoperable only after the train reaches a restrictive speed for.

modifying the stop efi'ect and substituting therefor a restrictive speedeiiect.

16. In a train control system, vehicle carried mechanism including anelectron discharge device and means for producing opposed magneticfields infiuencin the same, and roadside mechanism pro ucin magneticfields inter-reacting with the salt opposed magnetic fields to produceany of.

three different indications in the vehicle carried mechanism.

17. In a train control system, in combination, vehicle carried mechanismincluding an electron discharge device and means for producing opposedmagnetic fields infiuencing the same, and roadside mechanism includingmeans selectively operable by traflic conditions for producing differentcombinations of magnetic fields for inter-reaction with the said opposedmagnetic fields to selectively produce any of three differentindications in the vehicle carried mechanism.

18. In a train control system, in combination, vehicle carried mechanismincluding means operable for placing the train under a speed restrictionand an electron discharge device having opposed magnetic fieldsinfluencing the same for controlling the operation of said means, androadside mechanism for producing'magnetic fields inter-reacting withsaid opposed magnetic fields for producing the speed restrictingoperation of the electron discharge device.

19. In a train control system, incombination, vehicle carried mechanismincluding means selectively operable for placing the train under a speedrestriction and for permitting unlimited speed thereof and an electrondischarge device having opposed mag- .netic fields influencing the samefor controlling the operation ofsaid means and for permitting normallythe unlimitedspeed of the train, and roadside mechanism for producingmagnetic fields inter-reacting withdevice to the said magnetronincluding means for producing opposed magnetic fields influencmg thesame and the roadside mechanism includmg means for producing magnetlcfields effective for inter-reacting with the opposed magnetic fields ofthe magnetron.

22. In a train control system, in combina-.

tion, vehicle carried mechanism including means operable for producinggraduated speed restrictive efiects and an electron discharge device foroperating the said means, and roadside mechanism for magneticallyinfluencing the electron discharge device for producing said graduatedspeed restrictive effects, the said electron discharge device in cludingmeans for producing opposed magnetic fields influencing the same and theroadside mechanism including means for producing magnetic fieldseffective for inter reacting with the opposed magnetic fields of theelectron discharge device.

23. The train control combination of claim. 5, inwhich the electrondischarge de vice includes means for producing opposed magnetic fieldsnormally active thereon, and in which the trailic' controlled roadsidemechanism includes means for producing magnetic fields effectiveforinter-reacting with the said opposed magnetic fields.

24. In a train control system, in combination, vehicle carried mechanismcomprising means movable into three different positions for producingany of three difi'erent train indications and instrumentalitiesincluding an electron discharge device for controlling the operation ofsaid movable means, and roadside mechanism for magnetically influencingthe said device and for operating the said instrumentalities in any ofthree different ways for producing any of said train indications.

25. In a train control system, incombination, vehicle carried mechanismcomprising means movable into three difierent positions for producingany ofthree different indica tionsand instrumentalities including amagnetron for controlling the operation of said movable means, androadside mechanism for magnetically influencing the said magnetron andfor operating the said instrumentallties in any of threediflerent waysfor producing any of said train indications.

26. In a train control system, in combina tion, vehicle carriedmechanism comprising a brake valve magnet, a speedcircuit controller,circuit means for normally energizing the magnet under clear conditions,for placing the same under the control of the speed controller undercaution conditions, and for deenergizing the same under dan- 'gerconditions, means movable into three different positions for operatingsaid circuit means and instrumentalities including an electron dischargedevice for controlling the operation of said movablemeans, and roadsidemechanism for magnetically influencing the said device and for operatingsaid instrumentalities in any of three difi'erent ways for differentlyoperating said circuit means. i

27. The train control system of claim 24,

I in which said roadside mechanism comprises a plurality, of sets ofmagnetic elements spaced along the roadside, each set being.

controllable to; influence the electron discharge device in any of threedifferent ways.

28. The train control system of claim 24, in which said roadsidemechanism comprises a plurality of sets of magnetic elements spacedalong the roadside, each set consisting of three magnets the polaritiesof which are changeable 'toproduce three diflerent combinations fordifferently influencing the electron discharge device. I,

v29. The train control system of claim 24,

in which said roadside mechanism comprises a plurality of sets ofmagnetic elementsspaced along the roadside,'each set consist- .ing ofthree magnets and means whereby t-r-aiiic conditions control therelativepolarities of the magnets of each set.

30. The train control system of claim "24. in which said roadsidemechanism comprises a plurality of sets of magnetic elements spacedalong the roadside, each set consisting of a permanent magnet and twoelectromagnets and means for changing the polariways in response totraiiic conditions.

31. In a train control system, in combination, vehicle carried mechanlsmcomprising means for producing three different train indications andinstrumentalitles includln a normally open magnetically controlla leelectron discharge device for controlllng the operation of said means,and roadside mechanism operable for magnetically influencing the deviceeither to close the same to pm duce one train indication or to close andthen reopen the same to produce a different train indication or toclose, open and reclose the same to produce a third train indlcation.32. In a train control system, in combination, vehicle carried mechanismcomprising means movable by successive actuations for ties of theelectromagnetsin three different producing graduated speed restrictiveeffects and instrumentalities including a normally open magneticallycontrollable electron discharge device for actuating the said movablemeans, and roadside mechanism including a plurality of magnetic elementssuccessively positioned at spaced stations along the roadbed, each forinfluencing the device to close and then reopen the same to produce anacnormally open magnetron for operating said a means, and roadsidemechanism for magnetically influencing the magnetron to efiect theselective operation of said means.

35. The train control system of claim-34, in which the roadsidemechanism includes a plurality of sets of magnetic elements spaced alongthe roadside, each set influencing the magnetron to close and thenreopen the same. 36. In a train control system, in combination, vehicle'carriedmechanism comprising a circuit controlling means movable from agiven position to two other positions, instrumentalities including anormally open magnetron for controlling the operation of said circuitcontrolling means and for normally holdin the same in the givenposition, and roadsi e mechanism for magnetically influencing themagnetron to close and reopen the same, the closin and reopening of themag netron being e ective for permitting movement of the circuitcontrolling means from the given to the second position and theclosmg-of the magnetron being eflective for permltting movement of thecircuit control ling means to the third position. J 37 In a traincontrol system, vehicle carried mechanism comprising means movable froma given position to two other positions and instrumentalities includinga normally open magnetron and means connecting the magnetron with saidmovable means for controlling the latter anddor normally holding thesame in the ivenposition, the construction being such that the closingand reopenin of'the magnetron is effective for operatlng the connectingmeans-to permit move- .ment of the movab means from the given to ,asecond position and the closing of the magnetron is efiective foroperating the connecting means to permit movement of the movable meansto a third position.

38. In a train control system, vehicle carried mechanism comprising acircuit controlling means movable by increments from a given position toa plurality of other positions and instrumcntalities including anormally open magnetron and a means connecting the magnetron with saidcircuit controlling means for controlling the operation 01 the sameandfor holding the same normally in the given position, the said connectingmeans being such that when the magnetron is closed and reopened saidcircuit controlling means will be moved by an increment to a secondposition and when the magnetron is closed the circuit controlling meanswill be moved to a third position.

39. In a train control system, vehicle carried mechanism comprising amovable means for producing difi'erent train indications, a controlmechanism for effecting the movement of said means in one direction, arestoring mechanism for moving the said means in the reverse direction,a magnetically controllable electron discharge device and meansconnecting the electron discharge device with said control and restoringmechanisms.

- 40. In a train control system, vehicle carried mechanism comprising amovable means for producing difierent train indications, a controlmechanism for effecting the move ment of said means in one direction,means whereby such movement of the movable means produces a trainrestrictive indication a restoring mechanism for moving the said movablemeans in the reverse direction for producing a proceed indication, a manetically controllable electron discharge evice and means connecting theelectron discharge device with said control and restoring mec 'anisms.

41. In a train control system, vehicle carried'mechanisin comprising amovable means for producing difierenttrain indications, a. controlmechanism for effecting the'movement of said means in one direction,means whereby such movement of the movable means producestrain'restrictive and stop indications, a restoring mechanism for movingthe said movable means in the reverse direction for producing a proceedindication, a magnetically controllable electron .discharge device andmeans connecting the .electron discharge device with said control andrestoring mechanisms.

-42. In combination with the vehicle carried mechanism of claim 39,roadside mechanism for magnetically influencing the electron dischargedevice to operate said control mechanism under one trafiic condition andto 0 rate the restoring mechanism under no er trafiic condition. 43. Incombination with the vehicle carloo control mechanism for eifecting themovement of said means in one direction, a restoring mechanism formoving the said means in the reverse direction, a normally openmagneticall controllable electron discharge device an means connectingthe electron discharge device with said control and restoring mechanismsso that when the mag-.

netron is subjected to a magnetic impulse to close the same the controlmechanism is operated to permit movement of the movable means in onedirection and when the device is influenced to close and reopenthe samethe said control mechanism permits movement of said movablemeanspartially in one direction and when the device is influenced to close,open and reclose the same, the restoring mechanism is operated to movethe saidmovable means in the reverse direction.

45. In combination with the vehicle carried mechanism of claim 44,roadside mechanism comprising magnetic elements for influencing theelectron'discharge device for producing the different operations of saidmovable means. c

46. In a train control system, roadside mechanism comprising a set ofthree magnetic elements having a given combination and'means forchanging the of polarities relative condition of the elements in twodifferent ways to provide two other combinations. p

47. In a train control system, roadside mechanism comprising a set ofthree magnetic elements hav ng a given combination of polaritiesconsisting of a permanent magnet and two electromagnets and means forchanging the polarities of the electromag nets.

48. In a train control 'system, roadside' mechanism comprising a set ofthree magnetic elements having a given combination of polarities andconsisting of a permanent magnet and two electromagnets and means; forchan ing the condition of the electromagnets in three different ways inresponse to traffic conditions. i a

49. In a train control system, roadside mechanism comprising a set ofthree'magnetic elements having a given combination of polarities andconsisting of a permanent magnet and two electromagnets and meanswhereby traiiic conditions control the elec tromagnets to energizevthesame with current of a given rection.

50. In a train control system, in combination with insulated sections oftrack rails, a set ofthree magnetic elements consisting of a permanentmagnet and two electromag nets connected in series across the insulatedrail sections.

51. In a train control system, in combination with insulated sectionsoftrack rails, a set of three magnetic elements consisting of a permanentmagnet and two electromagdirection and a reverse di'.

nets connected across the insulated rail sec-- tions, the electromagnetsbeing arranged to present diiferent polarities when energized.

52. Roadside mechanism for "a train control system comprising trackrails subdividedinto insulated blocks, each of saidin sulated blocksbeing subdivided into insulated sections, a relay for each blockconnected across the rails at the entrant end thereof, a plurality ofelectromagnets wound to pre sent opposite polarities connected acrossthe insulated sections of a block and circuit controlling means for eachblock connected across the rails atthe exit end thereof, the ,circuitcontrolling means of one block being controlled by the relay of theblock in advance thereof.

53. Roadside mechanism forn train con-' trol system comprising trackrails'subdivided into insulated blocks, each ofsaid insulated blocksbeing subdivided into insulated sections, a relay for each blockconnected across the rails at the entrant end thereof, a plurality ofelectromagnets wound to present opposite polarities connected acrosstheinsulated sections of a block, a battery for each block and circuitcontrolling means for each block connecting the battery of the ill)block across the rails at the exit end thereof, the circuit controllingmeans of one block being controlled by the relay of the block in advancethereof.

54. Roadside mechanism for a train control system comprising track railssubdivided into insulated blocks, each of said insulated blocks beingsubdivided into insulated sections, a relay for each block connectedacross the rails at'the entrant end thereof, a plurality of magnetsconsisting of a permanent magnet and a, pair of electromagnets wound topresent opposite polarities connected across the insulated sections of ablock, and circuit controlling -means for each block connected acrossthe rails at the exit end thereof, the circuit controlling means of oneblock being controlled by the relay of the block in advance thereof.

55. Roadside mechanism for a train control system comprising track railssubdivided into insulated blocks, each of said insulated blocks beingsubdivided into insulated sections, a relay'for each block connectedacross the rails at the entrant end thereof,

a plurality of magnets consisting of a permanent magnet and a pair ofelectromagnets wound to present opposite polarities connected across theinsulated sections of a block, the permanent magnet being located inadvance of the electromagnets, and circult controlling means for eachblock eon- 1,e59,1ss i nected' across the rails at the exit end thereof,the circuit controlling means of one block being controlled by the relayof the block in advance thereof.

Signed at Niagara Falls, in'the county of Niagara and State of New York,this 6th day of November, A. D. 1923. THEODORE BODDE.

